What's New: The R8 GT is a very expensive and very limited edition of Audi's supercar; only 333 will be produced for the world, and a mere 90 will come to America. Engineers whittled down the weight with extensive use of carbon fiber. Lightweight is the word with the R8 GT: The fixed carbon rear wing saves 11.5 pounds, the rear bumper and diffuser drop another 17.6 pounds and the thinner carbon side blades rid the body of 3.3 pounds. Besides all the carbon, a lighter battery cuts 20.7 pounds and thinner carpeting shaves 17.4 pounds. The windshield is lighter than the standard R8's, and so is the exhaust system. In all, the American version of the R8 GT saves 180 pounds over its ordinary cousin, and European models save another 40 pounds on top of that thanks to a polycarbonate engine cover and sport seats. Still, at 3538 pounds, the R8 GT bound for our shores is no flyweight.

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Lift the GT's rear hood and you'll find an up-rated version of the R8's already potent V10 electronically tweaked to produce 560 hp. That's the same horsepower rating as the Lamborghini LP560-4 Gallardo, the R8's platform mate. The engine is paired exclusively to the R tronic gearbox, the automated, single-clutch version of the six-speed manual. Audi says the GT will hit 60 mph in 3.6 seconds and top out at 198.84 mph. The R8 GT rides 10 mm closer to the ground thanks to the firmer, manually adjustable Bilstein suspension. Though the standard brakes are surely sufficient, most GT owners (already spending nearly $200,000 as a base price) will likely opt for the $9900 ceramic brake package with giant 14.96-inch rotors up front and 14.0-inch rotors in the rear—all wearing stunning red anodized brake calipers.

Tech Tidbit: The GT features a deeper front air dam and larger rear diffuser that dramatically increase the downforce on the car at speed—by a factor of six in the rear.

Driving Character: It takes only a half-lap around the track to notice differences between this car and a production R8. The firmer suspension and stickier 19-inch tires provide noticeably more direct steering. There is no body roll either—this feels like a very refined race machine. Flick the paddle shifter for a lower gear, dig deep into the power, and the R8 GT snaps to attention quicker than the standard 525-hp car. The throttle feels sharper and the car itself is perhaps more balanced too. It's so light and quick through the sharp corners; you forget that this is actually a fairly big car. The V10 howls a bit deeper in this model, but you won't mistake it for the angry growl of the Lamborghini Gallardo. The Audi is more subdued and civilized, a gentleman's supercar. Nevertheless, the muscle is real: The harder we push the GT into the long sweeping turns, the more we realize this car's capabilities are far higher than our own. Thank goodness for those carbon ceramic brakes.

We did not have a chance to sample the GT on the street, but the suspension does not feel as though it would be overly firm. We suspect it wouldn't be an abusive ride in the city—unlike some in this class.

Favorite Detail: The R8 GT is loaded with carbon fiber, but the coolest use of this light and strong material is in the gearshift lever for the R tronic gearbox: An aluminum shift knob, each with a unique production number, that sits atop a hollowed-out stalk of carbon fiber. It is unequivocally the coolest shifter we've ever seen—a work of automotive art.

Driver's Grievance: Despite the R8 GT's lightning-fast paddle-shift transmission, we can't help but wonder how much more we'd enjoy the experience with a manual gearbox. The R8 is one of the few supercars that still offer a manual option—with a sweet gated shifter plate, too. So why not offer the most engaging transmission on your most engaging supercar?

The Bottom Line: The R8 supercar remains one of our favorite exotic machines. This more extreme GT version might just move the R8 to the top of the list for our fantasy garage. And like the rest of the R8 family, the GT is easy enough to drive nearly every day. Because it is a road car first and a track car second, the R8 GT retains all the luxuries of the standard model, including the navigation, climate-control and audio systems. And there's more to come. A mid-cycle facelift for the R8 is coming in the next year or two, and we hear the R8's R tronic gearbox will be replaced by a new dual-clutch Sportronic unit. We'd also expect power in the standard V10 to move closer to the level in the GT—a welcome addition.